Conveyer apparatus



(No ModeL) GONVEYER APPARATUS.

,991. Patented Ma1.29, 1887.

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N. PETERS Pnato-Lilhcgrzpner, wunngmr. D. C.

5 Sheets-Sheet 2.

(No Model.)

G. C. BLIGKEN'SDERPER.

GONVEYER APPARATUS.

Patented Mar. 29, 1887*.

'm A. am;

N4 PETERS. Pham-Lithography. washington, Dx;

(No Model.)

Mnssex,

G. G. BLGKENSDERFERl GONVBYER APPARATUS.

Patented Mar. 2Q, 1887.

Sheets-Sheet 3.

N4 PETERS. Prmo-uthngnpber. Wnshingtvn. D. t;

6922i fr 5 Sheets-Sheet 4.

(No Model.)

G. C. BLICKENSDERPER.

GONVEYBR APPARATUS.

No. 359,991. Patented Mar. 29, 1887.

5 Sheets Sheet 5.

(No Model.)

G. C. BLIOKENSDERFBR.

GONVEYER APPARATUS.

Patented Ma1.29, 1887.

N, PETERS. Photuunwgn'pher. win-Inman, DVC.

UNITED STATES 'Pn'rnr einen,

GEORGE C. BLICKENSDEREER, OF ERIE, PENNSYLVANIA, ASSIGNOR TO THE UNITED STATES STORE- SERVIOE COMPANY, OF ALBANY, IEW YORK.

CONVEYER APPARATUS.

SPECIFICATION forming part of Letters Patent No. 359,991, dated March 291|l 1887.

Application tiled December 1G, 1834.

Renewed March 8, i886. Serial No. 194,510.

(No model.)

T aZZ whom t may concern.-

Be it known that I, GEORGE C. BLIoKENs- DERFER, a citizen of the United States, residing at Erie, in the county of Erie and State of Pennsylvania, have invented certain new and useful Improvements in Conveyor Apparatus; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appcrtains to make and use the same.

This invention relates to that class of conveyor apparatus in which the track is elevated and the article to be carried hangs from a. running-gear on the track.

The invention consists in improvements 011 the construct-ion of the track, the switches, the elevator, and the car.

The apparatus as illustrated is adapted for what is known as a storeservice system of carriers, but the invention is not limited to such service.

In an application filed by nie on Xoveinber 3, 183i, I show many of the devices here shown; but in that case the receiving and dispatching switches and the elevator were adapted to a single circuit-track systc1n,while in this case they are adapted to a system having two tracks graded in opposite directions, which necessitates important changes. On the other hand, many ofthe novel appliances here shown, especially those which have for their object the prevention of deraihnent of the cars, may he applied with advantage to many ofthe existing types of conveyor apparatus.

In the accompanying drawings, Figure 1 is a perspective view of a station on the conveycn line with the elevator down, as when a car is being loaded. Eig. 2 is the same view with the elevator in position to receive a car from the reoeivingswitch. Eig. 8 is a side elevation of the shipping-switch, showing the elevator in the position it occupies when dis- .',5 patching a car. Eig. 4 is the saine view as Fig. 3, but does not show the elevator, the purpose ol' the iigure being to show an alternative construction of the guard a3. Fig. 5 is a perspective view of the elevator detached 5o from other parts. Fig. 6 is a perspective view of the dispatchingswitch arni A2. Fig. 7 is a view looking from the sectionlinezt1 @c in Eig.

1 in the direction of the arrow, and shows an end view of an approaching car. Fig. 8 is a like view to Fig. 7, showing the car after the main wheels have been thrown up on the inain line and switchwheels brought down upon the switel1-traok. Fig. 9 is a si de view of the car from the right of Eig. 7.

Like letters of reference indicate like paris in all the figures.

A is the line of track which grades from the salesinens station to the main or central station. A' is the dispatching-switch, by which cars are transferred `from the elevator to the main line A. A2 -is the arm by which the switch-trackA is moved. A3 is a movable frame carrying the arm A, A4 is the arch which supports the point oftheswitch-track A.

B is the main track, which grades from the cent-ral station to the salesmen-s stations. B is a receiving-switch at a salesmans station.

I32 is a. section of track on the elevator. B is an arm which supports the inner end of the switch B. I3" B* are the arches which sup- 75 port the point of the switch B.

C is the elevator way or track. C is a bracket attached to the way C, which supports the sheave c', over which the elevator-cord passes, and it also serves as a support for the 8O sliding frame or bracket A, l) is the elevator frame or slide. D is a rock-shaft pivoted in the frame D and supporting the track-see tion B2.

E is the bracket or receiver of the car. E El E E* E5 E niark the various parts of the E F are the main wheels oi' the car. E E are the switch-wheels, and F E" are guiderollers. 9o

The letters designating other parts will be referred to in place herein.

The construction, objects, and operation of. parts will be best understood if the description thereof begins with a car as just entering a salesmans station, and follows it until it is dispatched from that station, and to this end I will first describe the car. (See Figs. 7, 8, and 9.)

The truck or trolley of the car is suhstan Ico frame-work of the car.

tially the same as shown in my previous application above referred to. The main wheels F F are on a cross-head, E, which slides vertically on a standard, Ff, and atrigger device,

e e2, holds the sliding part down until it is sprung by coming in contact with a finger, e3, at the station. Vhen thus sprung, the main wheels are thrown up and the switch-wheels F F are brought to tread on the switchtrack B.

The novel features provided on the trolley are the hooks e, the shoulder e5, and the hook e4. The object of the hooks e6 is as follows: At the central station,when a car is tobe sent out on the line B, it is often desirable to set it on the trackbetore it is ready to be sent out, and as the track grades the car has to be retained in some manner, and the most convenient way is to suspend the car on the track by the hooks e6 until it is ready to start,and then lift it lup and set it on its wheels. This is simply a convenience to the attendant.

The objects of the shoulder e5 and also of the hook e will appear farther ou. I-Ieretofore the receptacles or brackets of the cars have been made with full bails at each end, and when an article of greater length than the space between the bails was to be carried it had to be putin from the end. I have found it to greatly add to the convenience of the car. to support the basket by strong half-hails E',

` and thus leave one side and both ends of the basket free from obstructions. This construc- 'ion can be quickly understood by observing By reference to Figs. 1 and 2, it will be seen that the point of the switch B is supported by two arches, B4 B", and that the guides b" b* are also supported by both these arches. This makes a very strong construction and holds all the parts firmly. It will also be seen that by these two arches I also supporttwo guards, b3 and b5, by which I)3 is arranged' ininiediately below'the main line B, and b5 is at one side and above the switch-track B, and extends from the point to the inner end of the same.v The relative position of this guard with relation to the track B will be best observed in Figs. 7 and S. The object ot' these guards is to'effectually prevent a car being derailed as it takes to the switch. Their op eration is as follows: In Fig. Tthe car is still running on the main line B, and in Fig. 8 it is shown as on the switclrtraek. This change took place whilethe car was passing under the arch B" at the left of Fig. l by the trigger e having been sprung by coming in contact with the finger e3.

It will. be seen that if the change had not taken place the end of the hook e4 would escape the guard b?, which is the case on allears which passv the switch; and by observing Fig. Sit Will be seen that when the change took place the hook e embraced the guardbi. It will also be seen that the shoulder e5 was brought up close under the guard b3. The

l and 2.

shoulder e5, I pad with leather or. other material, and the guard b3, coming in contact with it, serves as a brake to check the momentum of the car, so that it will not pass onto the switch too rapidly. The guides b* prevent any vibratory movement of the ear while passing or entering a switch, and the impingement of the shoulder e5 against the guard b3 prevents any upward .rebound of the car as its switchwheels a-re brought into tread on the switchtrack, and as the car runs off on the switch the guard b5 and hook e* prevent the car from swaying or vibrating as it runs on the curve of the switch-track, and they also prevent derailment of the. car. Vhen the car reaches the end of the switch and runs off onto the track B2 on the elevator,it is running perfectly steady, and its speed has been checked, so that it moves slow.

In the previous application referred to above, I showed the jointed traclebar B, the pivoted stop B5, the supportingarm B3, the sliding frame D, the catch-lever D5, and catch-` lug d5, all substantially as they are here shown; but I did not show t-he bar B attached to -a rockarni, D, so that it can be tilted, nor any ofthe automatic devices for holding or releasing the rockshaft. In the aforesaid applicatien the car, when dispatched from the elevator-bar B2, was sent off at the opposite end of the bar from which it was received, while here it is sent back off the bar from the saine end at which it was received. In this case the operation of receiving a car onto the bar B2 and lowering it down to the counter and drawing it np to the dispatching-switch `is sub-1` staniially the saine as in the caseireferred to, and hence needs no description here. Fig. 5 clearly shows the construction of the elevator. On the shaft D there is a spring, d,which acts to hold the bar B2 horizontally. At the opposite end ofthe shaft from the bar is alever, D,

wheels, and it is prevented from being vibrated r sidewisc by the ringer ET onthe car-frame rest-Y Figs. 1 andv2, except when the elevator is` brought up into the position shown in Fig. 3, and 1- then it 'is moved on its pivot a at its point...

Vhen the switch A i-s in the position shown in Figs. I and 2, cars can pass it freely on the track A. Then it is in the position shown in Fig. 8, if a car should be passing on the line A, it will be stopped by the switchtrack A until it is lowered again into the position shown in Figs.

It is therefore advisable for the attendant to take notice of any approaching cars catch-button D and releases it from its hold on the lever D'i About the same time the outer end oi the bar B2 was guided by the lng a on the arm A2 and the hook a2 on the bar B2 into connection with the switchtrack A. As the movement upward of the elevator proceeds the frame D strikes against the sliding frame Ahwhich supporlsthe end of the arm A2, and lifts it up. As this movement takes place the track A and the bar Bl are both tipped, so as to forni an inclined way, and the ear runs down thisinelined way, and its upper or main wheels are guided by the guide-arms c* on the arch A, so that they are set upon the track A, and the car proceeds on its course to the centrai station. It when a car is thus passing out of the switch A onto the main track A a car from farther up the track should collide with it at thatjuncture, the one from above would be apt to be derailed. Io prevent this I place under the main line the guardrail c3, which, if the car should be lifted, will hit upon the shoulder e5 on the ear, and would thus be prevented from being displaced, as the guard is so placed that the car cannot be lifted up far enough to allor: its wlieel-iianges to pass off of the track. In Fig. 4 the guard is shown as made ci' a ila-t bar set on edge, while in the other figures in which itappears it is made of a wire.

As soon asa car has been dispatched, as above described, the attendant lowers the elevalor. lIfhis allows the frame A, with the arm A", to drop hack into the position shown in Figs. l and 2, and as soon as this occurs the spring Z rocks the shaft D so as to bring the track 13"I horizontal, and the eatch-butto`n D3 is released from the rod c and engages with the lever D", bringing all the parts into the position shown in Figs. l, 2, and 5.

W'hat I claim as new is l. In a conveyer service apparatus,thecombination, substantially as herein set forth, of two main tracks, one of which conveys cars from the central station tothe way-stations and the other from the way-stations to the central station, two switcl1-tracks at each way-stati`on, one for receiving cars and the other for dispatching cars, the latter of which switches is pivoted at its point and vertically movable at its inner end, a vertical elevator-way in connection with both said switches, and, finally, an elevator-frame moving on said way and bearing a track-section, onto which cars pass from the receiving-switch and from which they pass onto the dispatching-sufitch.

2.V In a conve-yer apparatus, the combina tion, substantially as herein set forth, of two main tracks, one of which leads from the central station to the way-stations and the other Y from the waystations to the central station, two switch-tracks at each way-stati on, one for receiving cars and the other for dispatching cars, thelattcr of which is pivot-ed at its point and vertically movable at its inner end, a vertical elevator-way in connection with both said switches, and, tinally, an elevator-frame moving on said way and bearing a tracksection, which is pivoted to said trame so as to tilt and engage with and lift the verticallymovable end of the said dispatching-switch.

3. In a conveyor apparatus, the combination, substantially as herein set forth, of two main tracks, one leading from the central station to the way-stations and the other from the Waystations to the central station, a switchtrack connecting with the latter main track at each way-station,which is pivoted at its point and vertically movable atits inner end,so that its grade maybe changed,an elevator-way,and an elevator-frame sliding on said elevator-way, and bearing a track-section which engages with the said pivoted switchtrack and elevates itsinner end and forms therewith a continuous track for the passage of cars from the elevator to the main line.

4:. In aeonveyer apparatus, the combination, substantially as herein set forth, of a vertical elevatorway, a tilting dispatching switch-track, and a tilting elevator-track, which engage with each other at the time of tilting and form a continuous inclined track, for the purposes mentioned.

5. In a eonveyer apparatus, the combination, substantially as herein set forth, oi' the main track A, the tilting switch-track A', a vertical elevator-way, an elevator-earriage moving on said way and having mounted thereon the tilt-ing elevator-track and intermediate connections, said track B2 being adapted, substantially as shown, to engage with said switch-track f and tilt the same and itself sinnlltaneously as the elevator moves up.

6. In a con vcyer apparatus, the combination, substantially as herein set forth, of the main track A, ther tilting switclrtrack A, a vertical elevator-way, an elevator-carriage moving on said way and having mounted thereon the tilting elevator-track B2, the rockshaft D, arm D?, catchbutton D, and means, substantially as shown, for releasing said catch when in the upward movement of the elevator the tracks A and I32 engage.

7. In a conveyer apparatus, the combination, substantially as herein set forth, of the main track A, the tilting switch-track A', a vertical elevator-way, an elevator-carriage moving on said way and having mounted thereon the tilting elevator-track B2, the rockshaft D', arm DE, catch-button D3, and the depending rod c.

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8. In a conveyer apparatus, the combination, substantially as herein set forth, of the main track A, the tilting switohtrack A', the arm A2, the sliding bracket A3, the e1evatorway C, the elevator D, the rock-shaft D', and the elevator-track Bi.

9. In a Conveyer apparatus, the combination, substantially as herein set forth, of the main track A, the tiltingswitchftraok A', the arm A2, the sliding bracket A, the elevatorway C, the xed bracket C', the rod c, the elevator D, the rock-shaft D', the track-section B2, the arm D2, and the rateh-buttou D3.

10. In a Conveyer' apparatus, the combination, substantially as shown, of the sWitehes A and B', the elevator-Way C, the elevator D, the bracket C', supporting the sheave c', and the elevator-cord, as shown.

11. In a conveyer apparatus, the combination, substantially as herein set forth, of the switches A' and B', the elevator-Way C, the elevator D, the rock-shaft D', the track BZ, stop D, and car with finger ET.

12. In a conveyer apparatus, the combination, substantially as herein set forth, of the track B, switch B', guard b, and a car having stop or shoulder e5, which registers withsaid guard.

13. In a conveyer apparatus, the combination, substantiallyas herein set forth, of the track B, switohtrack B', guard b5, and a ear having a hook .for engaging said guard.

14. In a conveyer apparatus, the combina tion, substantially as herein set forth, of the track B, the switch-track B', the arches B* B?, the guards b3 and b, anda car having the stop e5 and hook e4.

15. In a @onveyer apparatus, the combination, substantially` as herein set forth, of the track B, the switch B', the guards b3 and b5, the guides b* b4, and the arches B4 B".

16. In a conveyer apparatus, the combination, substantially as herein set forth, of the track B, switch B', guard b5, guides b4 if, and the arches BL Bi In testimony whereof I affix my signature iu presence of two Witnesses.

Guo. o. BLioKnNsDnaFER.

Witnesses:

J No. K. HALLooK, W. S. BROWN. 

